Cargo hoist



Dec. 14, 1948.- N. P. E. ANDERSEN cmeo HOIST 4 Shets-Sheet 1 Filed not.

I INVENTOR. M.VLZZ4 M mm Maw Arrow/5Y 1366- 1948- N. P. E. AND ERs ENCARGO HOIST l 4 Sheets-Sheet 2' Filed Oct. 9, 194.4

.INVENTVOR.

ATTOlP/VEY' 14, 1948. N. P. E. ANDERSEN GARGO H01 S T 4 Sheets-Sheet 4Filed Oct 9, 1944 INVENTOK 6w74 BY A 7' TOR/YE Y Patented Dec. 14, 1948UN 12112 STAT E S PATENT 'QFF'I'CE 2;456,104 cmco Hois'rQ ils "Peter'Erik Andersen, Elm Grove, Wis., as-

signer -to llarnischfegcr Gorporation, Milwavrkce, Wis., a oorporationof Wisconsin Application October '9, 194d, Serial No. 557,873

This invention relates to hoists associated with ships for lifting cargofrom alongside the shipto within the'hold or from thehold'to alongsidethe ship, and it resides more 'speciflcally in "a novel combination witha ship of a transverse, overhead girder, extensible beyond the side orthe vessel having a hoisting trolley movable lengthwise thereof, thewhole being capable of movement fore and aft of the vessel and capableof being lowered from over head position to a stowed position of loweredcenter of gravity'vihen not in use. The problem of lifting cargoiintoand outofa ship has heretofore been dealt with in conventional "fashionby d'erricks formed of mast and booms rigged in pairs to hoist,te'legraph 'and lower the load. A minimum of two highly skilled winchoperators and several signal men is required to safely operate such arigging-and the rate of handling is quite restricted. More efiectivemeans .for performing this task have been proposed from time to time butall of these arrangements have been open to objection upon variousgrounds. For speedy, precise and safe handling "of the cargo, overheadtraveling bridge cranes have many advantages but they are expensive andthe large exposed overheadrunwaysentail an awkward disposition of"weight, 'o'fier a large amount of'windag'e surface, and when "extendedover the side or the vessel preempt'a-"considera'b'le space whichmayno't be available lirecanse of" existing dock structures. Means bywhich the heavy bridge of such cranes 'can be lowered'to the deck toreduce the exposure thereof while at sea and "to improve the dispositionof weight have been proposed and constructed and 3'5 such :means haveserved to eliminate part ofthe disadvantages of such structures, butthis has increased rather than decreased the cost thereof. The principleof hoisting the load and then 'moving it over a track transversely ofthe-vessel and 40' across the ships rail and then "lowering it meanscarried by the ship "itself has not'heretofore been embodied in "anyapparatus which has not su'fiered at least some or the disadvantages 45ship I having hatches 2 is provided 'withparallel above mentioned.

The apparatus of this invention, however, avails of the speed, safetyandprecision'oftheyprinciple of "horizontal movement on atrac'k and ofhoisting and lowering therefrom, while at 'the sametime it dispensesentirely with any structure 50* which need remain-aloft while the shipis at sea and further it preempts' no -dock space-beyond the side of thevessel any wider than the-load being handled. The apparatus exhibits theadditional 2 0la'lms. (Cl. 214-15) fore and aft for utilization above aplurality "of hatches ranged lengthwise of the ship. The 'apparatusfurthermore may be readily operated "to lift or flower on either side ofthe'vesseland an of its motions may be conveniently controlled frompositionsperniitting full observation of the load beinghandled. I

This invention is herein more particularly described by reteren'ce tothe accompanying draw- Y ings rforming a part hereof and :in which thereis m Fig. "35*is a side view'in..elevation of the hoisting apparatusappearing "in Fig. '2 when "in non-operating iowered'positi'on.

Fig. '4 11's ai d'etailed'yiew in. side elevation "with parts broken'awayshcwing one of the self-propeil'e'd traveling shearleg feet uponwhich the hdisthig apparatus is mounted.

Fig. '5 is a detailed viewin end elevation andin section of'the footdepiotedinFig'. 4"viewed thru the plane ie'there indicated.

' Fig. 6 is a detailed view in side elevation andiin section or the mainsupporting girder, 's'hiitable trolley way and associated parts shown inFig. '1 viewed "thru the plane '6-46 there indicated.

Fig. "Ti's -'a diagrammatic skeleton'showing in perspective of thereev'rng oi the "line systems "by -hois't'irng of the load andtraversing of the trolley is accomplished. Fig. l is'a diagrammaticskeleton showing in perspective the racking chain layout andpropelling'eircdits by which the self-propelled shear leg feet of thehoisting apparatus "are moved'to' erect, lower and shift the hoisting-=apparatus *fore and aft. v

in 'the apparatus shownin the drawings, a-

fore and *aft runways 3 secured-on opposite sides of a 'deck ll betweenhatches-'l'andthe shipsra'ils 5 as appears more clearly in "Fig. 1. Therunways Eare-cappedby rails Bwiiifiharefianleedon either side byfreeohains W, "shown in more detail in Figs. 4 *andE, the sar-nre beinganchored ioreand alt in a manner to be more frilly described. Mountedfor movement along each or the runways the rai'is*6= are =9. pairof'trucks '8.

advantage "of mobility'permitting its movement to ThetrucksQ are moreiaoetan in Figs.

sprocket l1 and secured thereto in driving relationship therewith is asprocket engaged by a transmission chain I8. Transmission chain [8 is inturn in engagement with a sprocket mounted upon the output shaft I9 of amotor 20. Beyond, the driving sprockets I1 and in alinementthere-r withis a pair of freely turning idler sprockets 2| by a substitute link 3!]which permits the strucwhich are mounted upon a cross shaft 22 carriedby the side frame members 9.

Chains 1 as shown more clearly in Fig. 8 are secured at the ends of therunways 3, one end of thea'ttached being by means of equalizer sheaves23 and the other end by means of turn buckles 18 diagrammaticallydepicted. By reason of this arrangement, when motor is operated andsprockets I? are driven thereby, the truck 8 is propelled along therunway 3 in a positive fashion in much the same fashion as tho a drivenpinion on the truck engaged a stationary rack associated with therunway. The chain 1, however, is preferred .to a rack, since accidentaldamage to it can be easily repaired by replacement of the damaged links,and further it is less likely to be damaged because it may be displacedby an accidental blowwhich would not deform the same but which would,deform a rigidly placed rack. If desired, the rack and pinionarrangements could of course be employed to accomplish the purposeintended. j

The trucksB are mounted in pairs upon the runways 3 and one pair of suchtrucks, is pivotally secured to and' supports a pair of sheer legs 24.

The other pair of trucks}! is pivotally secured to and supports the pairof sheer legs 25. The pair of sheer legs 24 aS appears more clearly inFigs.

2 and 3 is pivotally joined at its top by a pivot pin 26 whichis of.considerable horizontal extent. In like manner, the pair of sheer legsis pivotally joined at itstop by a similar pin not The pair of trucks 8seouredtosheer-legs 24,

when moved'toward one another cause the upper pivoted end of sheer-legs24 to rise and to carry the end 0f the girder 21 secured theretoupwardly also.- In like manner, when the pair' of trucks 8 secured tothe sheer-legs 25.are moved toward.

one another, the opposite end of the girder 21 is raised. Sincetheobject is to always preserve the girder 21 in a horizontal position,the trucks 8 are arranged. to be =moved in unison. Onemethod ofaccomplishing movement of the trucks 8 in unison is diagrammaticallyillustrated in Fig. 8 where the motors 20 opposite one anotherare-shown..with, their armatures in series but 4 with the field of oneshunted across the armature of the other and vice versa.

As shown more clearly in Figs. 2 and 3, the sheer legs 24 when in raisedoperating position are joined by a connecting link 29. In like mannerbut not shown, the trucks 8 attached to sheerlegs 25 are also joined bya connecting link when in upper .raisedposition. When in this position,if desired, all four of the trucks 8 may be translated simultaneously inthe same direction to move the entire structure fore and aft over thedeck of the vessel so that all hatches within the scope of the runway 3may be accessible. As appears in Fig. 3, when sheer legs 24 and 25 arein lowered position, the trucks 8 may be also joined ture to bemaneuvered as a unit in lowered position and which also relieves thechains 1 of stress when the structure is in lowered position and not inuse.

Extending downwardly from the sides of the girderzl is a series ofroller brackets 3! which appear in greater detail in Fig. 6. Secured tothe lower ends iof the brackets 31 are freely rotatable vertical rollers32 and freely rotatable horizontal rollers 33. Mounted upon and inengagement with the rollers 33 is an end-wise translatable trolley-waybearing the general designation 34. The trolley-way 34 as appears moreclearly in. Fig. 6 is provided on each side with a pair of verticalacting rails 35 spaced apart a slightly greater distance than thediameter of the guide wheels 32. At the extreme lower outer edges of thetrolley-way 34 are horizontally acting rolling surfaces 36 disposed tocooperatively engage the rollers 33. In this way the brackets 31.secured to the girder 21 serve to support the trolley-way 34 fortranslatory movement from the position shown in full lines in Fig. 1,overhanging the side of the vessel on one side to the position shown indot and dash lines to the right thereof overhanging the opposite side ofthe ship l 'TheLtrolley-way 34 is formed so as to, present adownwardly-opening slot throughout its entire length). the margins ofwhich slot are framed by'fiupwardly-facihg rails 31. Mounted to traveluponI'the'rails 31 is a trolley bearing the general designation 38 madeup of a frame 39 and trolley. whe1s40.. The trolley 38 is thus adaptedfor movement along rails 31 lengthwise of the trolleyway .34.

For causing and controlling the movement of trolley-way 34, a rack 4| ismounted thereon in meshing engagement with a gear 42 rotatably carriedby a shaft centrally disposed with respect to girder 21. Gear 42 meshesin driven relationship with a pinion 43 mounted upon rotatable shaft 44which in turn carries a transmission gear' 45. Transmission gear 45 isengaged in turn by transmissiongear 46 adapted to be driven by mo-'cured within the girder 21. From sheave 50 the.

cable passes between thegirder 21 and the trolleyway 34 to afreely-rotatable sheave 5| normati e? i e h 'h nd. a d i t e trolley-gtion opposite to that of cable 48 is 'a cable 52 which passes first to asheave 53 mounted adjacent tosheave 58. From shear/e53 cable 52 passesto a freely-rotatable sheave 54 mounted upon the left hand end of thetrolley-Way 34. From the-sheave 54 the cable 52 passes to a connectionwith the adjacent side of the: frame 39 of the trolley 38. i From thisit will appear that upon rotation of drum 49 trolley 38 will be causedto roll upon its wheels 46 endwise with respect to trolley-way 34. .At,the, same ,time the trolleyway 34 may itself be translated and if thedrum.

49 is stationary the trolley 38 will remain stationary in spite of themovement of the trolley-way 34. If the drum 49 be rotating during such:movement of the trolley-way 34 the movement of the trolley 38 will bedependent only upon the rotation of drum 49 and will be independent ofthe movement of trolley-way 34. Drum 49 is mounted to be rotatablydrivenby transmission gearing 55 and motor 56 mounted upon girder 21 andshown diagrammatically only in Fig. 1.

Trolley 38 is provided with downwardly-extending hoisting means in theform of a cable 51 which passes over a double sheave lifting block 58.As appears more clearly in Fig. 7, both ends of cable 51 are secured toand wrapped about a drum 59 mounted upon the girder 21 and adapted to berotata-bly driven by transmission gearing 60 and motor 61diagrammatically shown in Fig. 1. One end of the cable 51 passes firstto a sheave 62 carried upon the same shaft as that which supports thegear 42 at the center of girder 21. From the sheave 62 the cable 51shown in full lines then passes to a sheave 63 mounted upon the left endof trolley-way 34. From the sheave 63 the cable 51 passes to a sheave 64carried upon the frame 39 of the trolley 38. From the sheave 64 thecable passes about one of the sheaves of the lifting block 58 and thenceback to a sheave 65 also mounted upon the trolley 38. From the sheave E5the cable 51 then passes to a sheave 66 mounted upon the right hand endof trolley-way 34, and after passing about the sheave 66 returns tosheave 61 carried upon the same shaft as sheave 62. The cable 51continues thence around an equalizer sheave 69 anchored within thegirder 21 and from said equalizer sheave passes to and around a sheave69 also carried upon the same shaft as the one which supports sheave 62.From the sheave 99 the cable 51 then extends to a sheave Ill carriedupon the right hand end of the trolleyway 34 and from the sheave '59extends to and around sheave H mounted upon the trolley 38, the othersheave contained within the lifting block 58 and a sheave 12 mountedupon the trolley 38. From the sheave 12 cable 51 then passes around asheave 13 carried at the left hand end of trolley-way 34 and from sheave13 extends around sheave '34 mounted at the center of girder 21 and fromthence back to drum 59.

From inspection of the reeving of cable 51 as depicted and as abovedescribed, it will be ascertained that vertical movement of liftingblock 58 may be caused and controlled by rotation of drum 59 and thatsaid vertical movement is independent of horizontal translation of thetrolleyway 34 and the trolley 33 or either of them.

Control er -moto'rs BI, 41, $6 and 10 maybe accomplished by switchingmeans of conventional form" and therefor not shown, regulated by amultiple push button pendant conventionally attached and suspendedas'shown in Fig. 1.

It is intended that "the apparatus above. de-

scribedwhen not in use, and while the ship I is:

at sea, shall be disposed lowered position indicated" in dot and dashlines in Fig. 1, in which position the apparatus as viewed from the sidei's'a-s appears in Fig. -3. While in said lowered position, in order torelieve the load upon the link 30 and the trucks 8, jacks 1 6 shown indotted lines in Fig. -3 :and extended upwardly from the runways 3rmaybeprovided. In this position the apparatus #of 'thissinvention occupiesa favorable position with regard to disposition of weight upon thevessel and 'a position in which windage is substantially reduced andexposure of the operating mechanism of the apparatus is minimized.Visibility is-also little impaired by the apparatus of this inventionwhen in said lowered position. When it is desired to place the apparatusin use, the trucks 8 are simultaneously brought together to raise theapparatus to the position shown in fulllines in Fig. 1 and in Fig. 2.Inperforming this operation, if desired, supplementary tackle forbringing the trucks 8 together in unison may be resorted to, if desiredsuch tackle serving the purpose of the two temporary links 29'and 30.

With the apparatus raised to operating position a load 11 may be liftedto and from a position within the hold of the ship I and a positionbeyond the side of the ship I. For this purpose the trolley-way 34 isextended for example as shown in Fig. 1. The lifting block 58 is thenlowered to engage the load and the load then lifted to a level at whichit will clear the structures associated with the deck 4. The lifting ofthe load is then followed by movement of the trolley 38 under theinfluence of the motor 56 until the load is above the position in whichit is to be deposited, whereupon the lifting block 58 is again loweredby paying out cable 51 from drum 59. If it is desired to lift a loadfrom one side of the ship I to the opposite side, translation of thetrolley-way 34 is caused, to take place following or simultaneously withtransmission of the trolley 38.

If desired, a plurality of apparatuses as above described may be mountedupon the same runways 3 so that cargo may be lifted simultaneously fromhatches disposed lengthwise of the ship I.

This invention has herein been described by reference to one specificillustrative instance of its embodiment and use. It is intended,however, that the protection to be afforded hereby be not unnecessarilylimited by said specific instance, the intention being that saidprotection shall extend to the full limit of the inventive advancedisclosed herein as defined by the claims to be hereto append-ed.

I claim:

1. In a self-elevating and lowering support for an athwartship cargohoist trolley way for ships the combination comprising a pair ofparallel fore and aft runways mounted on the deck of a ship straddling ahatch, a stationary positive traction means associated with andextending lengthwise in juxtaposition to each of said runways, twoselfpropelled shear leg supports constituting a pair mounted for foreand aft movement on each of said runways, each of said shear legsupports having positive driving means in positive driving engagementwith that stationary positive traction means which is associated withthe runway upon whiohsaid shear leg support is mounted, a pair of shearlegs for each runway, each of said pairs of shear legs being pivotallymounted at the foot ends thereof on respective pairs of shear legsupports, a hoisting trolley supporting girder extending between saidshear legs and attached at its opposite ends to said shear legs, andmeans adapted to cause said shear leg supports to be driven toward andaway from one another in pairs to cause elevation and lowering of saidgirder and adapted to cause said shear leg supports to be driven in aset in unison to impart fore and aft movement to said girder.

2, In a self-elevating and lowering support for anxathwartship cargohoist trolley Way for ships the combination comprising a pair. ofparallel fore and aft runways mounted on the deck of a ship straddling ahatch, a stationary traction chain associated with and extendinglengthwise in juxtaposition to each of said runways, two selfpropelledshear leg supports constituting a pair mounted for fore and aft movementon each of said runways, each of said shear leg supports having asprocket in positive driving engagement with that chain whichisassociated with the runway upon which said shear leg support is mounted,a pair of shear legs for each runway, each of said pairs of shear legsbeing pivotally mounted at the foot ends thereof on respective pairs ofshear leg supports, a hoisting trolley supporting girder extendingbetween said shear legs and attached at its opposite ends to said shearlegs, andmeans adapted to cause said shear leg supports to be driventoward and away from one another in pairs to cause elevation andlowering of said girder and adapted to cause said shear leg,

supports to be driven in a set in unison to impart fore and aft movementto said girder.

NILS PETER ERIK ANDERSEN.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS

